Internal-combustion motor.



Patented Ian. 8, l90l. C. F. BERGMANN.

INTERNAL COMBUSTION MOTOR.

( Application filed Sept. 5, 1899.)

4Sheets-Sheet l.

(No Model.)

INVENTOR S E S S E N H W ATTORNEYS.

No. 665,849. Pafentd Jan. 8, 90|.

c. F. BERGMANN. INTERNAL COMBUSTION MOTOR.

(Appl t n fil d S pt 5 1899) (N0 Modgl.)

LNVENTOR ATTORNEYS.

No. 665,849. Patented Jan. 8, I90l.

c. F. BERGM ANN. INTERNAL COMBUSTION MOTOR.

(Application filed Sept. 5, 1899.) (No Model.) 4 ShBBts-Sheef 3.

WITNESSES: fi J 6 INVENTOR BY S @A 'XR iifldi ATTORNEYS No. 665,849. Patented Ian. 8,-l90|.

C. F. BERGMANN. INTEBNALCOMBUSTION MOTOR.

(Application filed. Sept. 5, 1899.)

4 Sheets-Sheet 4.

(No Model.)

INVENTOR WITNESSES i 6, /6 w ATTORNEYS UNITED STATES PAT T OFFICE. j

CARL F. BERGMANN, OF JERSEY CITY, NEW JERSEY, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO THE FOYE HUB MOTOR AN D, AUTOMOBILE COMPANY, OF NEW JERSEY.

INTERNAL-COMBUSTION MOTOR.

SPECIFICATION forming part of Letters Patent No. 665,849, dated January 8, 1901. Applicatipn filed September 5, 1899- Serial No. 729,467. (No model.)

To atZZ whom it may concern:

. Be it known that I, CARL F. BERGMANN, a citizen of the United States, and a resident of Jersey City, in the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Internal- Oombustion Motors, of which the following is a specification.

The object of this invention is to construct to an internal-combustion motor which is particularly adapted to be combined with a vehicle-Wheel and also in the combination of the same with such wheel.

In the accompanying drawings, forming part of this specification, Figure l is a side elevation of the motor, partly in section, in

position in the center of the motor-wheel.

.Fig. 2 isavertical sectional elevation of Fig.

. 1 through the centers of opposite cylinders.

Fig. 3 is asection of the mechanism by which the supply and exhaust are controlled. Fig.

4 is a frontview of thesame. Fig.5 is a detail.- Fig. 6 is a sectional front view on the line 6 6 of Fig. 3. Fig. 7 is a sectional front view on the line 7 7 of Fig. 3. Fig. 8 is'a sectionaldetail. Fig. 9 is a vertical section of another form of motor. Figs. 10 and 11 are sectional details of the last taken respectively,

on the lines 1010 and 11 ll of Fig. 9. Fig.

12 is a side elevation; andrFig. 13' is a plan of a part of the wheel, showing the-means employed for reversing the engine.

In the construction shown in Figs. 1 to 8,

inclusive, which illustrate a single-acting mo- 5 tor, l is a circular casting or disk mounted on the axle of the vehicle, so as to revolve thereon, to the outer-edge of which are attached the spokes of the wheel, connecting the same with the-rim thereof. 2 are cylin- 4o ders arranged, radiallyin the disk, each having'its outer end closed by a combustionchamber 3 and open at their inner ends.

- These cylinders are preferably-bored within the material of the disk, but may be constructed in any other-suitable manner. In

each of the cylinders is a piston 4, to which is attached a piston-rod 5. Theo terend of each piston-rod is secured by sui able'nou- .nect ions to a stationary pin 6, which.:.fis eoone side of the motor, concentrically attached to the disk 1, is a cone-shaped hub 7, which revolves, with the disk, around the axle.

in pairs, one in front of the other, are two rows of ports or openings 8 and 9, the former or front row of which formsthe intake-ports, through which the charge'enters the cylin ders,and the other or rear row!) of which forms the exhaust-ports. Each pair of ports oropenings 8'and 9 open into a channel orduct 1O 10, formed in the cone and its flange 7 and so arranged as to com municate. with channels 11 in the disk 1 when in front of each of the series of cylinders. One of these channels and its connected port is provided .for each cylinder. Each-channel 11' opens into the combustion-chambers 3 at the outer end of the cylinder to which it belongs through the movable ring 13, held in place on the axle, the inner surface of which is shaped to conform to the side of the cone; In this inner face areformed a' nearly-semicircular groove 15, which is adapted to register with the row of ports 9, and a groove 14 of about one-eighth'circu m ference, which is adapted to register with the row of ports 8. Obviously now the exhaustregister with the groove 15 during nearly onehalf of a revolution and will be closed on the other one-half of the revolution. During said other half of the revolution the intake-port 8 leading to the same cylinder will foraboutone- 9o eighth of a revolution register with the groove 1 I 14.. Both the.intake-por-t- 8 and the exhaustport 9 leading to each cylinder will be closed during about three-eighths of a revolution. These are the conditions existing where the 5 motor contains eight cylinders, as shown in the drawings, but obviously the length of the intake-groove 14 would be varied if the Around the side or-face of the cone, arranged 6o opening 12. The cone-hub 7 revolves in a port 9 corresponding with. each cylinder will der.

number of cylinders employed shouldbe dif- {combustion is exerted to force the piston ferent. The ring 13' is capable of a half-revolution around the cone 7, whereby the grooves 14 and 15 are brought into communication with the intake and'exhau'st ports, respec-, tively, on the opposite side of the cone and the channels l0, l0, and 11, and the respective cylinders connected therewith -Which before communicated with the intake-ports and received the explosive mixture are now brought into connection with the exhaustports,-and the motor is reversed. Around the rear part of the ring 13, next to the conefiange 7", is a fixed ring 16, having a circular groove 17 on its inner surface corresponding in position with the groove 15 in the ring 13 and communicating with the latter groove through the opening 18. 19 is a pipe through which the exhaust escapes from the groove 17. At the front edge of the ring 13 is another fixed ring 20, having a channel 2i communieating with the channel 22 in the ring 13 which opens into the groove lduring about one-eighth of the revolution. 23 is the pipe through which the'gaseous charge is supplied suitably compressed. This compression may be accomplished in any suitable apparatus by'power taken in any suitable manner from the motor itself'or other source of power.

The operation is as follows: Supposing the several parts are in the position shown in Fig. 3, the gas, suitably mixed and compressed for combustion, passes through the inlet-pipe 23 and through the channels 21 and 22 into the groove 1 in the ring 13, and

thence enters the intake-port 8 which is at the time communicating with it. Thence it passes through the channels 10 10 11, which connect with said port 8, to the com- -bustion-chamber 3 of the cylinder connected therewith. The piston of this cylinder is at about the outermost point of its stroke in the cylinder, as shown in Fig. '1; A little in advanceof this action the opposite port 9 has registered with the exhaust-groove 15, so as to exhaust the gases from the opposite cylin- As the motor continues its rotation the port 8 maintains communication with the intake-groove 14 for about one-eighth of a revolution or until the piston has been drawn in by the eccentric-pin 6 about one-eighth of its stroke, thus filling the combustion-chamber and a portion of the cylinder with the charge of combustible gas. Thenthe port 8 passes beyond the-end of the intake-groove l4, and the combustion-chamber and cylinder remain cut ofi from both the intake and the exhaust until the p'ort S has advanced about threeeighths of a revolution and has reached the commencement of the exhaust-groove 15. As

soon. as this out oiT is initiated an electric spark is produced to ignite the mixture between the terminals 30 and 31v by the action forward against the force of the spring 34, 1

and the expansive force of the gases due to ceeding one-eighth revolution a part of the through the balance of its stroke, whereupon just betore'it reaches the inneren'd of its stroke its combustion-chamber and cylinder are connected with the exhaust-groove 15 by the registering therewith of its port. The pistons on one side of the motor are being forced inward by the pressure of the exploded gases, thus exerting'power to turn the motor, while those on the opposite side are moving outward, forcingout the spent gases.

To reverse the direction of the motor, the ring 13 is revolved on. the cone 7 half-wayaround by any suitable means. The means herein shown consists of a sprocketchain 27, which engages with the teeth 28 on the rim of the ring and which may be conducted to another SPIOCkBiJ-WhBBl located at any convenient point and provided with any means for turniugit. At the same timeit is necessary that the member 32, which actuates the firing device, be shifted to the opposite side of the deadpoint or the point where the pistons are at their extreme outer position. This dead-pointin the device, as shown in the drawings, is directly over the wheel-axle. This shitting may be being shown in Figs. 12 and 13. In these figures the cam-surfaces are formed upon the ends of short levers 32, which are pivoted upon a bar 50, which in turn is secured upon the frame and extends an equal distance uponeach side of the deadpoint abovementioned. The two levers 32 are connected by a link 51, which holds them at a different angle, so that when one is projecting so as to engage the firing-pins the other is withdrawn from engagement therewith, as is shown in Fig. 13-. The link is connected with the lever 52, which is engaged. by projecting arms upon pins 54:, carried, by the chain 27 usedt'or turning the valves 28, and is thereby swung soas to shift the camsor tappets 32, which constitute the firing member.

I will next describe the construction and operation of the form shown in Figs; 9, 10, and 11 insofar as it differs from thatbcfore the explosion occurs, and the minor surface 43, which compresses the charge. In these figures the parts are arranged so that the explosion will take place at the end of about one-eighth of a revolution after the combustion-chamber has passed its lowermost position. 'Thusin Fig. 9 the combustion-chamber 3 is at its lowermost position and its piston is at the outer dead-center and its port 9 is commencing to communicate through the passage 14: (one-eighthcircumference in length) with a com pression-space 14f, (nearly one-half circumference in length,) into which the combustible mixture has been compressed by the minor piston-sh rface 4 during the previous one-half revolution. During the suc- .donein many ways, one way for doing this charge therein is ignited by the spark between the terminal. 30" and 31". During the succeeding nearly three-eight-hs revolution the compression-space 14 communicates with the minor cylinder portion 2, so that the combustion mixture contained in the minor cylinder portion 2 is forced through the passages 40 -11 and the port 8 into the compression-space 14, wherein the combustion mixture will be simultaneously compressed from fourcylinders. When the piston has nearly reached the inner end of its stroke, its port 8 will pass beyond the end of the compressionspace 14:" and will next connect with the nearly semicircular groove 22, which receives a supply of combustible mixture from the supply-passages 23, 21, and 22. At the same time the combustion-chamber 3 is connected with the exhaust-passages 17, 18, and 10 through the passages 12*, 11?, 9 and 15 During the succeeding nearly halfrevolution as the piston is advancing'from its innermost position toward its outermost position the minor piston-face 4 is drawing a new supply of combustion mixture into the cylinder-space 2", and the major piston-face 4 is forcing thespent gases through the exhaust.

From the above description of Figs. 9, 10, and 11 it will be seen'as follows: During nearly one-eighth revolution the minor surfaces 2" of four of the pistons will be compressing the combustion mixture into' the compression-chamberM through their ports 8", while the minor surfaces-2 of the other four pistons are cut 0E from said compression-chamber la 'and are-drawing in new supplies of combustion mixture. Duringthe same nearly one-eighth revolution the major surface 4 of one piston is receiving a new charge of compressed combustion mixture through its port 9 from the compressionchamber 14 while the major surfaces of three'pistons are receiving their explosions and while the major surfaces of the other four-"pistons are expelling their spent gases through the exhaust. Each piston during its travel toward the outer end of its cylinder has the space between its inner surface 4? and the inner end of the cylinder connected with the supply of hydrocarbon mixture and fills said space with the explosive mixture. During the inward travel of the piston in the cylinder the connection is shifted by the valve, so that the mixture is compressed before the piston and discharged into the space 14 in the valve, fromwhieh it is discharged through one of the passages 1'1 into that one of the combustion-chambers 3 which -is at the time in communication with the space 14 in the valve. Each combustion-chamber receives its charge separately and in succession, while compression of the mixture takes ,ihe com pressed charge.

place in several cylinders at once and in those which are located upon the oppositeside of the wheel from the cylinder which receives The annular surface 4 of thepistons and the inner end of the cylinders thus act as compressors for the ex plosive mixture, delivering the same successively to the combustion-chambers 3. As the space It extends through only about oneeighth of the circumference and there are eight cylinders, each cylinder in succession receives the mixture discharged from the four cylinders which are on their compressionstroke. It will thus be seen that thecylinders work on the two-cycle plan and serve the double function of compressor and power development. ,The compression of the mixture is accomplished in-the inner end of the cylinder and the power of the exploded mixture exerted in the outer end of the cylinder.

1. An internal-combustion motor comprisinga series of rotating cylinders and pistons 'therein connected with a common crank -pin,

mixture in the latter end of the cylinders,

and means for shifting the valve andtheiig;

niting mechanism tn introduce the com-bustion mixture to and'i'gnite it in the cylinders upon opposite sides of the dead-center,.si 1b-- sta'ntially as described.

2. An internal-combustion mo'tor having a series-ofrotating cylinders each of two diameters, andpistons therein of corresponding diameters, said cylinders having ports leading from each end to a common central valve-seat,"

and a valve common to all the. cylinders and provided with means for connecting the annular end of each cylinder with the supply of combustion" mixture during the outward or suction travel of said pistons, and for momentarily connecting the outer ends of each cy l inder in succession at the beginning of its inward travel with the inner ends of those cylinders in which the combustion mixture is being compressed by the inward' travel of their pistons, and for exhausting the exploded gases on the return or outward travel of the pistons, substantially as described.

3. An internal-combustion motor having a series of rotating cylinders each consisting of two parts of difier'ent diameters, and pistons therein of corresponding diameters, said cylinders having ports extending from each end to a common central yalve-seat, and a valve common to all the cylinders and provided with means for connecting the annular end of each cylinder with the supply of combustion mixtnre during the outward or suction travel of i shifting the valve to introduce the compressed to said pistons, and for momentarily connecting combustion mixture to the ignition end of the the outer ends of each cylinder in successioneylinderson opposite sides of -the dead-center vat the beginning of its in ward travel with the whereby the engine may'be reversed;

4 inner ends of those 0 *linders in which the 5 eombnstion mixture is being compressed by CARL BBRGMANN the inward travel of their pistons, means for Witnesses: I

exhausting the exploded gases on the return or CHAS. E. ANDERSON, outward travel of the pistons,'and means. for CHARLES J. RATHJEN. 

